Rotary engine.



No. 821,647. PATENTED MAY 29, 1906. A. G. KNYON c J. R. SAUNDERS.

ROTARY ENGINE.

- APPLICATION FILED SEPT. 1S. 1905.

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ROTARY ENGINE.

APPLICATION FILED sBPT.13.1so5.

3 SHEETS-SHEET 2.

No. 821,647. PATBNTBD MAY 29, 1906. A. G. KINYON d. J. R. SAUNDBRS. ROTARY ENGINE.

APPLIGATION FILED SEPT.V13.1905.

3 SHEETS-SHEET 3.

WITNESSES `Inn/mmm.

(Mw '0 l @www BY UNITED STATES PATENT OFFICE.

ALONZO G. KINYON AND JOHN R. SAUNDERS, OF HORNELLSVILLE, NEW YORK.

ROTARY ENGINE.

Specification of Letters Patent.

Patented May 29, 1906.

T0 @ZZ whom it may concern:

Be it known that we, ALONZO G. KiNYoN and JOI-IN R. SAUNDERS, citizens of the United States,residing at Hornellsville, in the county of Steuben and State of New York, have invented certain new and useful Improvements in Rotary Engines, of which the following is a specification.

This invention relates to improvements in steam orother fluid pressure engines of the rotary type; and one object of our improvements is to provide the engine with a rotating valve and an adjustable seat for the valve, whereby the admission-ports may be changed to vary the point of cut-oif--in other words, to provide the engine with variable admission-ports-while the valve travel remains constant for any given speed of the engine.

A further object is to provide means for shifting the seat, not only to vary the cut-off, but also to reverse the engine and a final object is to provide means for balancing all working parts of the engine and especially the rotating abutment-cylinders for the pistons.

We attain our objects by means of the arrangement and construction of the several parts of the engine and valve, as illustrated in the accompanying drawings, in which- Figure l represents a side elevation of a double-cylinder engine embodying our improvements, one-half of the engine being shown in longitudinal section; Fig. 2, an end elevation of the same; Fig. 3, a vertical transverse section on the line ac in Fig. l; Fig. 4, a detail showing a section through one of the balance-chambers on the line y y in Fig. l, Fig. 5, a side elevation of the valve-seat removed Fig. 6, a transverse section of the same on line e z in Fig. 5; Figs. 7 and 8, transverse and longitudinal sections, respectively, of the valve Fig. 9, an end view of one of the abutment-cylinders; Fig. l0, a vertical longitudinal section of the same; Eig. 11, one of the packing-rings for the valve-seat and abutment-cylinders, and Fig. l2 side and end views of one of the packing-rollers for the wing-pistons.

Like numerals designate like parts in the several views.

In order to avoid dead-centers and impart a constant driving force to the main shaft, we provide the engine with double cylinders,

in which rotate wing-pistons set in diametrically opposite positions upon the shaft. As shown in Fig. l, these cylinders 1 are formed together in one casting, their outer ends b eing closed by the heads 2, said heads being provided with eccentric cylindrical eXtensions which form balance-chambers for the abutment-cylinders 8 outside the bearings for said cylinders. Between the main cylinders at 3 similar balance-chambers are formed, said chambers being separated from one another by diaphragm 4. Projecting inwardly from the cylinder-heads and from each side of the diaphragm 4 are the bearings 6 for the main shaft 5. Between these bearings in each cylinder the wing-pistons 7 are located, with their hubs keyed to the shaft 5. These pistons pass through slots provided therefor in the abutment-cylinders and rotate in engagement with the sides and circumferential walls of the `main cylinders, the sides and outer ends of thc pistons being provided with grooves to receive spring-pressed packingstrips, as indicated by the broken lines in Fig. l and at 3], in Fig. 3. In order to pack the joints where the wing-pistons pass out through the abutment-cylinders and to provide for the movements of the pistons relatively to said cylinders, we provide slotted rollers 10, the ends of which are journaled in bearings provided therefor in the inwardlyprojecting bosses 1l, formed on the abutment-cylinders, the sides of these bosses being curved to engage the sides of the rollers. The rollers have double packing-strips 12 in slots at each side of the pistons, which are held by suitable springs in Contact with the sides of the bosses ll and the pistons. In order to assemble the parts, the abutment-cylinders are made in halves, the two parts being fastened together after the pistons and rollers are in position by means of bolts passing through lugs 9, formed on the inner walls of said cylinders.

The inner and outer ends of the abutmentcylinders rotate in the eccentric balancechambers formed between the cylinders and in the cylinder-heads, and these eccentric balance-chambers are made of sufficient depth to provide for the formation therein of grooves, whereby a counterbalancing steampressure may be admitted to the outer peripheries of the abutment-cylinders at oppo- IOO site sides to that on which the steam-pressure is applied in the main cylinders. To accomplish this counterbalancing effect, the grooves 13 in each chamber are made equal to onehalf the width ot' the main cylinders, so that the combined pressure areas at the ends of the abutment-cylinders will equal the area of said cylinders exposed to pressure in the main cylinders. The grooves 1S are shallow and do not extend completely around the balance-chambers, the ends of the grooves terminat-ing at points opposite the dead position of the pistons. The escape of steam past said ends is prevented-bypacking-strips at 17, which engage the peripheries of the abutment cylinders. The abutment cylinders are provided with spring-pressed packingblocks 14 at points diametrically opposite the slots for the pistons, said packing-blocks engaging the grooves 13 and dividing them into pressure and exhaust chambers corresponding in extent to the pressure and exhaust chambers formed in the main cylinders as the pistons rotate. The ends ofthe grooves 13 are tapered ofi in order that the packingblocks 14 may ride out ot and into the grooves as the abutment-cylinders rotate.

At points adjacent to the ends of the grooves atone side of the balance-chambers holes are tapped to receive nipples v18, from' which pipes 19 pass around to the opposite side of the engine, said pipes being coupled into cross-pipes 2() and said cross-pipes connected at 21 to steam-passages 22, whichlead from the valve-chamber to the main cylinders. Near the other ends of the grooves 13 the balance-chambers are tapped to receive nipples 23, from which pipes 24 pass again to 'the opposite side of the engine and are connected by cross-pipes 25 to connections 26,

leading into the passages 27, which lead from the valve-ch amber to the main cylinders upon the opposite side ot the engine from the passages 22.

From an inspection of Fig. 3 it will be seen that when steam is admitted to the cylinders Y in the direction indicated by the arrows the pressure of the live steam will be upon the right-hand side of the abutment-cylinders, thereby forcing the outer peripheries of said cylinders against the walls of the balancechambers upon the left-hand side, tending to produce excessive i'riction'as the abutmentcylinders rotate in contact therewith. By means of our counterbalancing-grooves, however, this side pressure and friction is avoided, since live steam will pass through connections 26 and 25 to the pipes 24 and thence to the grooves 13 upon the lett-hand side of the abutment-cylinders, the grooves at the opposite side being open to the exhaust by way of pipes 19 and connections 20 and 21 with the passage 22, which is the exhaust-passage as the engine is shown in this iigure.

VThe packing-rings 15 at the ends of the guide-cylinders and packing-rings 16, set in grooves in the periphery of the abutment-cylinders, prevent leakage of steam into or out of the counterbalancing-grooves, and the packing-strips 30 where the abutment-cylinders contact with the walls of the main cylinders prevent leakage of steam from one side of the abutment-cylinders to the other.

Extending across the cylinders is a valvechamber 35, cylindrical in form and containing a movable valve-seat cylinder 34, within which the cylindrical valve 41 is rotated by shatt- 43. At each end the valve-seat is provided with port-openings 28 and with exhaust-grooves 29, which register with the passages 27 and 22, leading to the two cylinders. The exhaust-grooves are separated from the port-openings by longitudinal partitions 36 and. 27, said partitions being provided with packing-strips 39 at their outer edges to insure steam-tight joints. In the outer periphery of the valve-chamber packing-rings 40 are also provided at each side ot the exhaust-grooves and port-openings to insure steam-tight joints.

At 38 the valve-chamber is provided with l stationary abutments, which project through the port-openings 28 in the valve-seat and engage the outer periphery of the valve 41. Packing-strips 49 prevent leakage of steam past these abutments.

y The valve at each end is provided with diametrically opposite ports 42 to register with the port-openings 2S, around the outer edges of which ports are located packing-strips to prevent the leakage of steam around the valve. These ports at the opposite ends of the valve areset quartering (see Figs. 7 and 8) in order that the steam may be admitted to the cylinders in accordance with the position of the pistons therein. The ends of the valve-chamber are closed by the -heads 44 and 45, the latter head being provided with an extension to form an admission-chamber for the steam, which is conducted to the engine by the pipe 47. Packing-rings 48 are provided 'to furnish steam-tight joints between the ends of the valve and the heads 44 and 45. The steam after passing into the chamber 46 enters the hollow valve and by way of ports 42 is delivered through the portopenings 2Q in the valve-seat to the passages 27 or 22, according to the adjustment ot said seat, the exhaust taking place by way of the grooves 29 and the passages 32 at the top of the valve-chamber and passing' away by the exhaust-pipe The valve-seat is mounted to turn in the valve-chamber, the rotary adjustment of the valve being attained by means of the worm 52, which engages teeth 53, formed upon the outer periphery of the seat, as shown in Figs. 5 and 6. The worm-shaft 50 passes out through a stuffing-box 51 and may be rotated by hand or automatically by a suitable gov- IOC ernor connection with the driving shaft either to change the point of cut-off or to reverse the engine.

The valve-shaft is geared to the main shaft of the engine by gear-wheels proportioned two to one, said gear-wheels being indicated by broken lines in Figs. 1 and 2 at 55 and 54, respectively. The valve will therefore rotate in fixed relation to the revolving pistons and at one-half their angular speed, the oppositely-disposed admission-ports 42 in the valve causing steam to-be admitted to the cylinders for each revolution of the pistons.

The reduced speed of the valve gives the port-openings 42 a proportionately longer period of transit through the extent of the port-openings 28 in the valve-seat and when said port-openings are adjusted to their fullest extent will permit steam to follow the pistons for full stroke. If it is desired to reduce the point of cut-0H, so as to use the steam more or less expansively, the portopenings 28 may be contracted by shifting the valve-seat either to the right or left, according to how the engine is setto rotate.

In the position assumed for the several parts of the engine in Figs. l and 3 the steam after entering the valve 4l will pass out through ports 42 in the direction indicated by the arrows and will kcontinue to pass through the port-openings 28 in the valveseat and into the passages 27 while each of the ports 42 is passing from the abutment 38 to the partition 36 or during practically the full stroke of the piston, the exhaust taking place by way of passages 22 and grooves 29. If it is desired to cut oii` the admission of steam earlier, this may be accomplished by rotating the valve-seat to the right, thereby causing partition 36 to approach the abutment 38. By continuing this left-to-right rotation the cut-off may be brought down to zero, and a still further rotation of the valveseat will cause the partitions 36 and 37 to pass the openings into the passages 27 and 22, respectively, after which steam will be admitted into the passages 22 and exhaust will take place from passages 27, thereby reversing the engine. As already stated, this adjustment of the valve may be accomplished by hand, or the worm-shaft 50 may be under the control of a governor, as will readily be understood by those skilled in the art. If the worm-shaft is placed under the control of a governor, it will be so rotated as to lengthen or shorten the point of cut-off as the load on the engine increases or decreases, respectively.

By reason of the disposition of the ports 42 in the valve said valve will be in balance as it rotates on its shaft within the valve-seat. The parts of the engine are therefore free running, and the friction loss inherent in this type of engines is reduced to a minimum, the only friction being that of tje packing strips and rings where they rotate in contact with the bearing-surfaces and in the shaft-bearings.

By arranging the engine with two cylinders tandem the power from the pistons is transmitted directly to a common drivingshaft. Moreover, by reason of the piston construction herein shown there will be a balancing of the pressures upon the two pistons, so that the shaft will be acted upon at all periods of a complete revolution by a practically constant force. This will be evident from the fact that when one of the pistons is passing its dead-point--that is to say, the space between the packing-strips 30 at the top ofthe cylinder-the other piston will have its largest area exposed to the steampressure, and as the revolution continues the pressure area of the one piston will increase in the same proportion as the pressure area of the other decreases until the second piston arrives at its dead position.

While we have shown and described our valve and its adjustable seat as applied to our particular form of rotary engine, we do not wish it understood that we limit ourselves to such application of this part of our invention, inasmuch as they may also be applied to other forms of fluid-pressure engines.

What we claim as our invention, and desire to secure by Letters Patent, is-

1. The combination, in an engine, of a valve, a movable valve-seat provided with a port-opening, a stationary abutment in said opening, passages with which the port-opening registers leading to opposite ends of the engine-cylinder from opposite sides of said abutment, and means for shifting the seat to cause the ends of the port-opening to approach or recede from the abutment at either side thereof to change the point of cut-off or reverse the flow of motive iiuid in the engine.

2. The combination, in an engine, of a pair of cylinders placed tandem, oppositely-disposed pistons in the two cylinders, a valvechamber extending across the cylinders, a movable valve-seat in said chamber provided with a port-opening opposite each cylinder, a stationary abutment in each of said openings, passages with which the port-openings register leading to opposite ends of the respective engine-cylinders from opposite sides of said abutments, a valve having port-openings adapted to register with the port-openings in the valve-seat, said valve-ports being so positioned as to admit the motive iiuid to the respective cylinders at the beginning of each piston-stroke and means for shifting the valve-seat to cause the ends of the port-openings to approach or recede from tlie abutinents at either side thereof to change the point of cut-oil or reverse the flow of motive fluid in the engine.

3. The combination, in an engine, of a revoluble cylindrical valve, into which the mo- IOO tive iuid is delivered, a port or ports passing through the walls of the valve, a cylindrical seat within which the valve is mounted, a port-opening passing through said seat with which the valve port or ports register, a passage leading from said port-opening to one end of the engine-cylinder, a stationary abutment in the port-opening at one side of said passage, a groove in the outer periphery of the valve-seat o posite the port-opening, a passage leading om said groove to the other end of the engine-cylinder, an outlet for the exhaust in communication with said groove, and means for turning the valve-seat to change the point of cut-off.

4. The combination, in an engine, of a rotary cylindrical valve into-which the motive fluid is delivered, a ort or ports passing through the walls of t e valve, a cylindrical seat within which the valve rotates, a portopening passing through said seat with which the valve port or ports register, pass ages with which said port-opening registers leading to opposite ends of the engine-cylinder, a stationary abutment in the port-opening between said passages, a groove in the outer periphery Aof the valve-seat extending around from one end of the port-opening to the other, partitions between the groove and the portopening, an outlet for the exhaust in communication with the groove at all times, and means for turning the valve-seat to change the point of cut-off or reverse the How of motive fluid in the engine.

5. The combination, in an engine, of a pair of cylinders placed tandem, rotary pistons in the cylinders set diametrically opposite one another upon a driving-shaft, a valve-chamber extending across the cylinders, a movable cylindrical valve-seat in said chamber, a portopening passing through the valve-seat opposite each cylinder, stationary abutments in the port-openings, passages leading to opposite ends of the cylinders from opposite sides of said abutments, grooves in the outer periphery of the valve-seat extending around from one end of the port-openings to the other, partitions between the grooves and the port-openings, exhaust-passages leading from said grooves to a common outlet, a cylindrical valve mounted on a shaft to rotate within the valve-seat, diametrically opposite ports in the valve to register with each portopening in the valve-seat, the ports at one end of the valve being set at an angle of ninety degrees with respect to the ports at the other end, means for transmitting motion from the driving-shaft to the valve-shaft at one-half speed, and means for turning the valve-seat to change the point of cut-.off or to reverse the flow of motive fluid in the engine. 6. The combination, in arotary engine, of a cylinder, a wing-piston and an abutmentcylinder rotating therein, balance-chambers at each side of the engine-cylinder inclosing the ends ofthe abutment-cylinder, and means for admitting the motive fluid to said chambers against the periphery of the abutmentcylinder upon the side opposite to that which receives the pressure in the main cylinder.

7. The combination, in a rotary engine, of

a cylinder, a wing-piston and an abutmentcylinder rotating therein, admission and exhaust passages leading the motive fluid to and from the engine-cylinder, balance-chambers at each side of said cylinder inclosing the ends of the abutment-cylinder, grooves in said chambers partly surroundingthe abutment-cylinder and terminating opposite the dead-point, packing-plates setinto the periphery ofthe abutment-cylinder opposite the piston and engaging said grooves, and ducts leading to the opposite ends of said grooves from the respectively opposite admission and exhaust passages.

8. The combination, in a rotary engine, of a cylinder, a wing-piston and an abutmentcylinder rotating therein, said abutment-cylinder being divided transversely, a packingroller provided with a slot through which the piston passes pivotally mounted in a slot formed in the halves of the abutment-cylinder, and packing-strips in the sides of the roller between the piston and the sides of the slot in the abutment-cylinder.

In testimony whereof` we have affixed our signatures in presence of two witnesses.

, ALONZO G. KINYON. JOHN R. SAUNDERS. Witnesses: K

JAY H. STEVENS, CHARLES W. STEVENS. 

